Aircraft seat

ABSTRACT

A vehicle seat includes a seat pan and a backrest. The seat pan and the backrest are positionable with respect to one another such that the seat is configurable into at least one of a taxi, takeoff and landing position, a napping position, and a sleeping position. A swivel is disposed beneath and supporting the seat, permitting the seat to rotate about a pivotal axis. Base tracking is disposed beneath and supporting the seat, permitting the seat to move in a lateral and a longitudinal direction. A first control is provided to lock and unlock movement of the seat in at least one of the lateral and the longitudinal directions. A second control is provided to lock and unlock the swivel. The swivel is permitted to be unlocked while movement of the seat in the lateral and the longitudinal direction is locked.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This U.S. Non-Provisional Patent Application is a continuation of U.S.patent application Ser. No. 14/497,820, filed on Sep. 26, 2014, which iscontinuation-in-part patent application (“CIP”) of U.S. patentapplication Ser. No. 13/646,279, entitled “AIRCRAFT SEAT,” filed on Oct.5, 2012. This patent application also relies for priority on U.S.Provisional Patent Application Ser. No. 61/544,686, entitled “AIRCRAFTSEAT,” filed Oct. 7, 2011, and U.S. Provisional Patent Application Ser.No. 61/646,456, entitled “AIRCRAFT SEAT,” filed May 14, 2012. The entirecontents of all of the priority patent applications are herebyincorporated by reference in their entirety.

FIELD OF THE INVENTION

The present invention concerns a vehicle seat. Specifically, the presentinvention concerns a construction for an aircraft passenger seat.

DESCRIPTION OF THE RELATED ART

There are a wide variety of aircraft seats that have been incorporatedinto aircraft known in the prior art.

The prior art is replete with seats displaying a wide variety ofdifferent features and characteristics.

For example, U.S. Pat. No. 7,427,102 (hereinafter “the '102 Patent”)describes an aircraft seat with various articulation points that permitthe seat to be adjusted into a number of different configurations. (The'102 Patent at FIG. 3; see also the '102 Patent at col. 6, lines 29-62.)

U.S. Pat. No. 7,108,326 (hereinafter “the '326 Patent”) describes anaircraft seat that reclines by lowering a rear end of the seat whilemaintaining the front end of the seat at a constant height. (The '326Patent at FIGS. 2A and 2B; see also the '326 Patent at col. 4, lines38-42.)

U.S. Pat. No. 6,769,739 (hereinafter “the '739 Patent”) describes a seatthat is adjustable based on a parallelogram defined by the seat frame.In the prone position, the seat forms an angle of about 15 degrees withrespect to the floor of the aircraft. (The '739 Patent at col. 6, lines12-16.)

U.S. Pat. No. 6,402,244 (hereinafter “the '244 Patent”) describes a seatfor an aircraft that has a single tilt axis 17, beneath the seat, thatpermits the entirety of the seat to tilt from a vertical position. (The'244 Patent at col. 4, lines 4-6.) The tilt axis is positioned in arange of 30% to 70% of the depth of the seating surface. (The '244Patent at col. 4, lines 10-15.)

Great Britain Patent No. 2 363 095 (hereinafter “the GB '095 Patent”)describes an aircraft seat that may be oriented in a seating posting andin a horizontal position. The rear of the seating surface may be lowerthan a front edge of the seating surface. (The GB '095 Patent at page12, lines 10-16.)

U.S. Patent Application Publication No. 2009/0185039 (hereinafter “the'039 Application”) describes a seat with a number of positions, whichare illustrated in FIG. 1 of that patent application.

U.S. Patent Application Publication No. 2008/0093502 (hereinafter “the'502 Application”) describes an aircraft seat that transitions from areclined position to a horizontal position. (The '501 Application atFIGS. 5 and 6.)

U.S. Patent Application Publication No. 2008/0009958 (hereinafter “the'958 Application”) illustrates an aircraft with a number of seatstherein, the seats being controllable within a predetermined, limitedspace within the aircraft.

U.S. Pat. No. 7,517,014 (hereinafter “the '014 Patent”) describes astorage compartment for an aircraft seat where the storage compartmentis beneath the seat and is accessible by lifting the seat cushion.

U.S. Pat. No. 6,808,234 (hereinafter “the '234 Patent”) describes a seatthat can transition from an upright position to a horizontal position.(The '234 Patent at col. 2, lines 14-22; see also the '234 Patent atFIGS. 1 and 4.) The armrest is maintained in a position parallel to thesurface of the seat. (The '234 Patent at col. 2, lines 5-6.) The armrestlowers as the seat transitions to a horizontal configuration from theupright configuration.

U.S. Pat. No. 5,795,025 (hereinafter “the '025 Patent”) describes anarmrest for a seat that is adjustable in height relative to the adjacentseat.

U.S. Patent Application Publication No. 2003/0885597 (hereinafter “the'597 Application”) describes an aircraft seat with a control panel 200embedded in the armrest. (The '597 Application at paragraph [0022].) Thearmrest may be raised and lowered via a toggle switch 206. (The '597Application at paragraph [0026].)

U.S. Patent Application Publication No. 2006/0186715 (hereinafter “the'715 Application”) describes a seating unit with a control device in thearmrest. (The '715 Application at FIG. 2.) The armrest may be loweredobliquely as the inclination of the backrest increases. (The '715Application at paragraph [0017].)

U.S. Patent Application Publication No. 2008/0018153 (hereinafter “the153 Application”) describes an aircraft seat with variable pre-tensionfor the backrest portion of the seat. (The '153 Application at paragraph[0005].)

U.S. Pat. No. 6,000,755 (hereinafter the '755 Patent”) describes anoffice chair that pivots at a point 43 near to the front of the chair.The seat and backrest are spring-biased (torsion element 44) into anupright position. (The '755 Patent at col. 3, lines 41-55.)

Japanese Patent Publication No. 2003-033243 (hereinafter “JP '243”)appears to describe a passenger seat that is adjustable for differentpassenger sizes by controlling the positioning of the seat plate 7. (JP'243 at the Abstract and translation of the claims.)

U.S. Pat. No. 4,595,236 (hereinafter “the '236 Patent”) describes achair with a weight-responsive spring that adjusts automatically basedon the weight of the occupant.

U.S. Pat. No. 7,950,740 (hereinafter “the '740 Patent”) describes aswivel for a seat with a disk brake locking mechanism.

U.S. Pat. No. 6,000,659 (hereinafter “the '659 Patent”) describes a seatwith a drive screw that slides (or translates) the seat away from anadjacent bulkhead when the seat is rotated from a forward-facing,upright position to a laterally-facing sleeping position. (The '659Patent at col. 5, lines 14-18.)

U.S. Pat. No. 7,108,325 (hereinafter “the '325 Patent”) describes a seatconstruction that includes two sets of parallel rods and a swivel thatcooperate to permit both translational and rotational motion for theseat. (The '325 Patent at col. 3, lines 24-29.)

U.S. Pat. No. 5,568,960 (hereinafter “the '960 Patent”) describes alocking mechanism for an aircraft seat.

U.S. Pat. No. 7,364,234 (hereinafter “the '234 Patent”) describes aswivel mechanism for a chair on a boat. The swivel includes an eccentricswivel mount 18 that allows the seat to be translated away from anadjacent bulkhead wall when the seat is rotated. (The '234 Patent atcol. 2, line 66, through col. 3, line 3.)

U.S. Pat. No. 7,114,781 (hereinafter “the '781 Patent”) describes acontrol panel for a seat that is mounted in the armrest of the officechair. One button controls the height of the seat while the othercontrols the backrest of the office chair. (The '781 Patent at col. 5,lines 1-20.)

U.S. Pat. No. 6,949,904 (hereinafter “the '904 Patent”) describes apower actuated seat that provides control over the leg rest, backrest,and lumbar support provided by the seat. (The '904 Patent at col. 4,lines 13-16.)

U.S. Patent Application Publication No. 2010/0176632 (hereinafter “the'632 Application”) describes a touch-sensitive interface for controlover the position of a seat.

U.S. Patent Application Publication No. 2003/0080699 (hereinafter “the'699 Application”) describes a control methodology for controlling theconfiguration of a seat. (The '699 Patent at FIG. 4A.)

U.S. Patent Application Publication No. 2010/032999 (hereinafter “the'999 Application”) describes a control schematic for control over theconfiguration of a passenger seat. (The '999 Application at FIG. 2.)

These patents and patent applications are listed to provide a generalcontext of the various aspects of seats known in the prior art.

SUMMARY OF THE INVENTION

The present invention seeks to improve upon seats that are known in theprior art by introducing and combining a number of new and uniquefeatures, which are detailed in the paragraphs that follow.

In one contemplated embodiment, the present invention provides a vehicleseat that includes a seat pan having a seat pan front edge and a seatpan rear edge, and a backrest having a backrest top edge and a backrestbottom edge. The backrest bottom edge is articulately disposed adjacentto the seat pan rear edge and the seat pan and the backrest arepositionable with respect to one another such that the seat isconfigurable into at least one of a taxi, takeoff and landing position,a napping position, and a sleeping position. A swivel is disposedbeneath and supporting the seat, permitting the seat to rotate about apivotal axis. Base tracking is disposed beneath and supporting the seat,permitting the seat to move in a lateral and a longitudinal direction. Afirst control is provided to lock and unlock movement of the seat in atleast one of the lateral and the longitudinal directions. A secondcontrol is provided to lock and unlock the swivel, wherein the swivel ispermitted to be unlocked while movement of the seat in the lateral andthe longitudinal direction is locked.

In another contemplated embodiment, the vehicle seat also includes athird control positioned beneath the seat pan, the third control being amanual override.

Where a third control is provided, the third control may be afoot-actuated lever.

The vehicle seat also may be constructed to include a lumbar cushion,with a lumbar cushion top edge and a lumbar cushion bottom edge. Thelumbar cushion bottom edge is articulately disposed adjacent to the seatpan rear edge and the lumbar cushion top edge is articulately disposedadjacent to the backrest bottom edge.

Still further, it is contemplated that at least one of the first andsecond controls locks and unlocks a recline mechanism that permitsadjustment of a recline position.

Alternatively, both the first and second controls may lock and unlockthe recline mechanism.

In yet another variation, the first and second controls may befinger-actuated levers.

In a further contemplated embodiment, the first and second controls maybe electrical switches.

The present invention also provides a vehicle seat that includes apressure sensor disposed at least within the seat pan, the pressuresensor being configured to detect a weight of an occupant of the seat.

Where the seat includes a pressure sensor, the seat may be operatingaccording to a method including detecting the weight of the occupant,detecting if the aircraft is in a taxi, takeoff, and landing mode ofoperation, and if the aircraft is not in the taxi, takeoff, and landingmode of operation, receiving input from the second control, therebypermitting the seat to transition from the taxi, takeoff and landingposition to the napping position or any position intermediate thereto.

The method also may include locking the seat when the weight of theoccupant fails to exceed a minimum threshold weight.

Still further, for the method, if the aircraft is not in the taxi,takeoff, and landing mode of operation, the method also may receiveinput from the second control, thereby permitting the seat to swivel.

If the aircraft is not in the taxi, takeoff, and landing mode ofoperation, it is contemplated that the method may include receivinginput from the first control, thereby permitting the seat to move atleast one of laterally or longitudinally with respect to a centerline ofthe aircraft.

If the aircraft is not in the taxi, takeoff, and landing mode ofoperation, the method may include receiving input from the thirdcontrol, thereby permitting the seat to transition to the sleepingposition.

In one contemplated embodiment, the seat pan front edge defines a firstpivot point and the seat pan rear edge defines a second pivot point.

With respect to this embodiment, the first pivot point is contemplatedto remain in a substantially fixed position for the taxi, takeoff andlanding position, the napping position, and the sleeping position.

In another contemplated embodiment, the vehicle seat further includes aheadrest, having a headrest top edge and a headrest bottom edge, whereinthe headrest bottom edge is articulately disposed adjacent to thebackrest top edge and wherein the seat pan, the backrest, and theheadrest are positionable with respect to one another such that the seatis configurable into at least one of a taxi, takeoff and landingposition, a napping position, and a sleeping position.

According to a further embodiment, the seat may include first and secondarmrests disposed on either side of the seat pan. If so, the firstcontrol may be positioned in the first armrest or in the second armrest.

The present invention also provides for a vehicle seat with a seat panhaving a seat pan front edge and a seat pan rear edge and a backresthaving a backrest top edge and a backrest bottom edge. The backrestbottom edge is articulately disposed adjacent to the seat pan rear edgeand wherein the seat pan and the backrest are positionable with respectto one another such that the seat is configurable into at least one of ataxi, takeoff and landing position, a napping position, and a sleepingposition. Base tracking is disposed beneath and supporting the seat,permitting the seat to move in a lateral and a longitudinal direction. Aswivel supports the seat pan and is disposed between the base trackingand the seat pan, permitting the seat to rotate about a pivotal axis. Afirst control is provided to lock and unlock movement of the seat in atleast one of the lateral and the longitudinal directions. A secondcontrol is provided to lock and unlock the swivel, wherein the swivel ispermitted to be unlocked while movement of the seat in the lateral andthe longitudinal direction is locked.

Still further aspects of the present invention will be made apparentfrom the discussion provided below.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described in connection with thedrawings appended hereto, in which:

FIG. 1 is a side view, graphical illustration of a first embodiment of aseat for an aircraft according to the present invention, showing theseat in the taxi, take-off, and landing position;

FIG. 2 is a graphical, front view of a theoretical construct for a99^(th) percentile human male;

FIG. 3 is a graphical, front view of a theoretical construct for a50^(th) percentile human male;

FIG. 4 is a graphical, front view of a theoretical construct for a1^(st) percentile human male;

FIG. 5 is a graphical, side view of the first embodiment of the seat ofthe present invention, as shown in FIG. 1, illustrating the variouspositions of the seat;

FIG. 6 is a graphical, side view of the seat shown in FIG. 1, with theseat being illustrated in the taxi, takeoff, and landing position;

FIG. 7 is a graphical, side view of the seat shown in FIG. 6, with theseat being shown in a limited recline position;

FIG. 8 is a graphical, side view of the seat shown in FIG. 6, with theseat being shown in a napping position;

FIG. 9 is a graphical, side view of the seat shown in FIG. 6, with theseat being shown in a sleeping position;

FIG. 10 is a perspective, front view of a seat according to the presentinvention having a storage tray incorporated into an armrest thereof;

FIG. 11 is a perspective, front view of another seat according to thepresent invention having a storage bin incorporated into an armrestthereof;

FIG. 12 is a graphical, side view of another embodiment of the seat ofthe present invention, where the seat is shown in the limited reclineposition;

FIG. 13 is a graphical, side view of the seat shown in FIG. 12, with theseat being shown in the taxi, take-off, and landing position;

FIG. 14 is a graphical, side view of the seat shown in FIG. 12, with theseat being shown in the limited recline position;

FIG. 15 is a graphical, side view of the seat shown in FIG. 12, with theseat being shown in the napping position;

FIG. 16 is a graphical, side view of the seat shown in FIG. 12, with theset being shown in the sleeping position;

FIG. 17 is a graphical, side view of still another embodiment of a seataccording to the present invention;

FIG. 18 is a graphical, top view of a swivel mechanism for a seataccording to the present invention;

FIG. 19 is a graphical, front view of a further embodiment of a seataccording to the present invention;

FIG. 20 is a flow chart illustrating one method of operation of the seataccording to the present invention;

FIG. 21 is an enlarged segment of the flow chart in FIG. 20, which isencompassed by the area designated “A;”

FIG. 22 is an enlarged segment of the flow chart in FIG. 20, which isencompassed by the area designated “B;”

FIG. 23 is an enlarged segment of the flow chart in FIG. 20, which isencompassed by the area designated “C”;

FIG. 24 is a graphical illustration of a further embodiment of the seaaccording to the present invention; and

FIG. 25 is an exploded view of a detailed rendering of the seat showngraphically in FIG. 24.

DETAILED DESCRIPTION OF EMBODIMENT(S) OF THE INVENTION

The present invention will now be described in connection with one ormore contemplated embodiments. The embodiments that are described areintended to be exemplary of the present invention and not limiting ofthe scope thereof. In other words, while attention is focused onspecific embodiments of the present invention, those embodiments are notintended to limit the present invention. To the contrary, the examplesprovided below are intended to illustrate the broad scope of the presentinvention.

In the paragraphs that follow, the present invention will be describedin connection with an aircraft seat 10. While the details of theaircraft seat 10 of the present invention are discussed in connectionwith the use of the seat 10 in an aircraft, it is contemplated that theseat 10 of the present invention may be employed in any number ofsuitable environments without departing from the scope of the presentinvention. For example, the seat 10 of the present invention may be usedon a boat, bus, recreational vehicle, or train, among other contemplatedvehicles and environments.

In addition, the discussion that follows will identify specificmaterials from which the aircraft seat 10 may be constructed. Anyidentification of a specific material is intended to be exemplary of thetypes of materials that may be employed to construct the presentinvention. As such, any discussion of specific materials is not intendedto be limiting of the present invention.

With respect to the seat 10, there are a number of different aspects andfeatures that are considered to be a part of the present invention. Thespecific features and aspects may be combined together or used singly ona seat without departing from the scope of the present invention. Inother words, the seat of the present invention need not incorporate allof the features described herein.

With respect to aircraft, there are a number of different aircraft typesthat are known in the art. For example, there are commercial aircraft,with which the public is generally familiar. In addition, there aregenres of business and private aircraft that are designed for privateuse, for charter use, or for hire operations.

The seat 10 of the present invention has been designed and sized for useon business, private, charter, and for-hire aircraft. While designedwith business, private, charter, and for-hire aircraft in mind, the seat10 may be sized for any type of aircraft, including commercial aircraft,without departing from the scope of the present invention.

In the paragraphs that follow, there are at least six separate anddistinct aspects of the present invention upon which focus is made. Thefirst aspect encompasses generally the different positions of a seat foran aircraft. The second aspect concerns specific storage compartmentsthat are incorporated into the armrests for a seat on an aircraft. Athird aspect concerns an adjustability of the seat with respect toarmrests adjacent thereto. A fourth aspect of the present inventionaddresses weight-responsive control for the seat. A fifth aspectconcerns a swivel motion for the seat when the seat transitions from aforward-facing direction to an inboard-facing direction within theaircraft. A sixth aspect of the present invention concerns a controlscheme for a seat on an aircraft. While these six aspects of the presentinvention are discussed below, the present invention is not intended tobe limited to these six aspects. There are numerous other aspects of thepresent invention that are also described herein.

For reference, it is noted that an aircraft has a longitudinal axis thatdefines the forward and aft (or rear) locations on the plane. Thestarboard (or right side) and port (or left side) of the aircraft aredefined with respect to the longitudinal axis. For purposes of thepresent invention the term “longitudinal” is employed when referring toa direction consistent with the longitudinal axis of the aircraft. Theterm “lateral” is employed when referring to the port and starboardlocations within the aircraft. The use of these terms is intended toprovide context. However, the use of these terms is not intended to belimiting of the present invention.

FIG. 1 is a side view schematic of one embodiment of an aircraft seataccording to the present invention. This side view of the seat 10illustrates the seat pan 12, the lumbar cushion 14, the backrest 16, andthe headrest 18, all of which cooperate to support a passenger that isseated therein. For reference, the floor 20 in an aircraft isillustrated. In addition, a horizontal reference line 22 and a verticalreference line 24 are provided.

When designing a seat 10 for an aircraft, the seat 10 will conform tospecific dimensional requirements so that the seat 10 may be installedin an aircraft together with other seats, furniture, and interior items.As a result, seats 10 are limited to selected specifications.

In addition, when sizing any item that accommodates a human person,engineers take into account certain dimensions that are consideredstandard for a typical human being. With reference to the seat 10, theengineers sized the seat to accommodate a 50^(th) percentile male, whichpractice is common in the industry. A 50^(th) percentile male is atheoretical construct that approximates the dimensions of a male humanbeing consistent with the 50^(th) percentile. In other words, ½ of thehuman population will be statistically larger than the 50^(th)percentile male and ½ of the human population will be statisticallysmaller than the 50^(th) percentile male.

For reference, a schematic illustration of one example of a 50^(th)percentile male is provided in FIG. 3. As should be apparent, the seat10 may be designed to accommodate a larger or smaller person withoutdeparting from the present invention. As a basis for comparison with thedimensions of the 50^(th) percentile male, FIG. 2 provides thedimensions of a 99^(th) percentile male. FIG. 4 provides the dimensionsof a 1^(st) percentile male. These figures were adopted from Tilley,Alvin R., “The Measure of Man & Woman,” John Wiley & Sons, Publisher,2002 (Revised Edition).

The seat 10 shown in FIG. 1 is contemplated to have a seat pan frontedge height A of about 17 inches (43.18 cm). The seat pan front edgeheight A defines the height of the front edge of the seat pan 12 fromthe floor 20. The seat pan front edge height A is selected as 17 inches(43.18 cm) based upon the average person that is anticipated to occupythe seat. In an alternative embodiment, the seat 10 is contemplated tohave a seat pan height A of about 18.25 inches (46.36 cm). This heightalso has been selected based upon the dimensions of the average personanticipated to occupy the seat. As a matter of design, ranges for theseat pan height A are contemplated to fall between about 16-19.25 inches(40.64-48.89 cm). Alternatively, ranges for the seat pan height A mayfall between 15-20.25 inches (38.10-51.44 cm) without departing from thescope of the present invention. Further ranges for the seat pan frontedge height A may be between about 16-18 inches (40.64-45.72 cm) and17.25-19.25 inches (43.82-48.89 cm), respectively. In addition, furtherranges for the seat pan height may be between 15-19 inches and16.25-20.25 inches (41.28-51.43 cm), respectively.

The seat pan 12 defines a seat depth B that is about 18 inches (45.72cm). The seat pan depth B is a measure of the depth of the seat pan 12from the front edge to the rear edge, as illustrated. With respect tothe seat pan depth B, a contemplated range for the seat pan depth B maybe between about 17-19 inches (43.18-48.26 cm). A further range for theseat pan depth may be between about 16-20 inches (40.64-50.50 cm)without departing from the scope of the present invention.

As should be apparent from FIG. 1, the seat pan 12 defines a slightlyangled surface, as compared to the horizontal reference line 22.Specifically, the front edge 26 of the seat pan 12 is slightly higherthan the rear edge 28 of the seat pan. When the seat pan 12 is angled asillustrated, it is understood that a person will be more comfortablyseated by comparison with a seat in which the seat pan 12 is disposedparallel to the horizontal reference line 22.

It is noted that the seat pan 12 will be supported by legs, a base, or asupport frame (not shown) that connect to tracks (not shown) in theaircraft floor 20. The legs are not critical to operation of the presentinvention and, therefore, are omitted from the various, simplifiedfigures that are presented herein. In addition, aircraft includesecurement tracks that are embedded in the floor of the cabin forattachment of furniture thereto. The tracks are omitted from thefigures, as they are standard in the industry. Moreover, while the seat10 may be connected to the aircraft floor 20 via tracks, this mechanismfor securement is not needed to practice the present invention. The seat10 may be secured by any suitable, alternative means.

The lumbar cushion 14 defines a third dimension of the seat 10 of thepresent invention. Specifically, the lumbar cushion 14 defines a lumbarcushion height C of about 8 inches (20.32 cm). With respect to thelumbar cushion height C, a range of dimensions may fall between about7-9 inches (17.78-22.86 cm). In still a further alternative, the rangeof the lumbar cushion height C may be between about 6-10 inches(15.24-25.40 cm).

The lumbar cushion 14 is arranged adjacent to the rear edge 28 of theseat pan 12. The lumbar cushion 14 is angled slightly with respect tothe vertical reference line 24. Specifically, the bottom edge 30 and thetop edge 32 of the lumbar cushion 14 define an angle such that the topedge is offset a predetermined amount from the vertical reference line24.

The backrest 16 defines a fourth dimension of the seat 10 of the presentinvention. In particular, the backrest 16 defines a backrest height D ofabout 16.5 inches (41.91 cm). With respect to the backrest height D, arange of dimensions may fall between about 15.5-17.5 inches (39.37-44.45cm). In a further variation, the backrest height D may fall within arange of between about 14.5-18.5 inches (36.83-46.99 cm).

As with the lumbar cushion 14, the backrest 16 has a bottom edge 34 anda top edge 36. The backrest 16 also is angled with respect to thevertical reference line 24. Specifically, the top edge 36 is disposed apredetermined distance from the vertical reference line 24 by comparisonwith the position of the bottom edge 34 of the backrest 16.

The headrest 18 defines a fifth dimension of the seat 10 of the presentinvention. Here, the headrest 18 defines a headrest height E of about 7inches (17.78 cm). With respect to the headrest height E, a range ofdimensions may fall between about 6-8 inches (15.24-20.32 cm). In afurther variation, the headrest height E may fall within a range betweenabout 5-9 inches (12.70-22.86 cm).

The headrest 18 has a bottom edge 38 and a top edge 40. The headrest 18is shown in an orientation that is essentially parallel to the verticalreference line 24. While a parallel orientation is illustrated in FIG.1, it is contemplated that the headrest 18 may be angled with respect tothe vertical reference lines 24 without departing from the scope of thepresent invention.

The orientations of the seat pan 12, the lumbar cushion 14, the backrest16, and the headrest 18 are selected to provide comfortable support fora seated person. In addition, the disposition of the various componentsof the seat 10 with respect to one another is contemplated to provide anenhanced level of comfort for the passenger.

FIG. 5 is a graphical, side view of the seat 10 according to the presentinvention, illustrating four primary seat positions F, G, H, I. “F”refers to the upright seat position that is also known as the taxi,takeoff, and landing position. As the name suggests, the TTL position Fis the configuration of the seat 10 when the aircraft is taxiing on theground, in takeoff mode, or in landing mode. “G” refers to a partiallyupright position that is also referred to as the “limited recline”position. “H” refers to a partially reclined position of the seat 10that is also referred to as the “nap” position. “I” refers to a fullyreclined position where the various elements of the seat 10 are parallelto the horizontal reference line 22.

With respect to FIG. 5, there are two additional points that areidentified. The first is the back rest pivot point location P1. Thesecond is the seat pan pivot point location P2. These two pivot pointsP1, P2 help to define the various positions F, G, H, I that areillustrated in FIG. 5. The various positions F, G, H, I are discussed ingreater detail in the paragraphs that follow.

FIG. 6 is a graphical, side view illustration of the seat 10 in the TTLposition F. The horizontal reference line 22 and the vertical referenceline 24 are included for reference. In FIGS. 6-9, the seat pan 12defines an angle α with respect to the horizontal reference line 22. Thelumbar cushion 14 defines an angle β with respect to the verticalreference line 24. The backrest 16 defines an angle δ with respect tothe vertical reference line 24.

In the TTL position F, which is illustrated in FIG. 6, the angle α isapproximately 3°, the angle β is approximately 4°, and the angle δ isapproximately 12°. As should be appreciated by those skilled in the art,these angles are merely exemplary of one contemplated orientation forthe TTL position F. In a broader aspect of the seat 10 of the presentinvention, the angle α is between about 1-5°, the angle β is betweenabout 2-6°, and the angle δ is between about 10-14°. In a still broaderembodiment, the angle α is between about 0-6°, the angle β is betweenabout 0-8°, and the angle δ is between about 8-16°.

It is noted that the TTL position F is not likely to vary significantlyfrom an almost entirely upright position, because there are aviationregulations that govern the seating position of passengers during taxi,takeoff, and landing. As a result, it is not possible to vary the TTLposition F greatly without exceeding one or more of those aviationguidelines. The requirements for the TTL position F are understood to beknown to those skilled in the art.

As should be apparent from FIG. 6, when the seat 10 is in the TTLposition F, the seat pan 12, the lumbar cushion 14 and the backrest 16are all angled with respect to the horizontal reference line 22 or thevertical reference line 24. This orientation is intentional. When theseat 10 is in the TTL position F, the seat pan 12 is angled such thatthe backrest pivot point location P1 is lower than the seat pan pivotpoint location P2. With this orientation, the seat 10 will be morecomfortable to the occupant when the seat is in the TTL position F.Similarly, by angling the lumbar cushion 14 and the backrest 16 togetherwith the seat pan 12, the seat 10 provides adequate back support for theoccupant. In other words, the by angling the lumbar cushion 14 and thebackrest 16 together with the seat pan 12, the seat 10 provides acomfortable arrangement for the occupant. The combination of the anglesfor the seat pan 12, the lumbar cushion 14, and the backrest cooperateto provide a more comfortable seating position for the occupant when theseat 10 is in the TTL position F.

In the limited recline position G, which is illustrated in FIG. 7, theangle α is approximately 15°, the angle β is approximately 40°, and theangle δ is approximately 35°. As should be appreciated by those skilledin the art, these angles are merely exemplary of one contemplatedorientation for the limited recline position F. In a broader aspect ofthe seat 10 of the present invention, with respect to the limitedrecline position, the angle α is between about 13-17°, the angle β isbetween about 38-42°, and the angle δ is between about 33-37°. In astill broader embodiment, the angle α is between about 10-20°, the angleβ is between about 35-45°, and the angle δ is between about 30-40°.

As should be apparent from FIG. 7, when the seat 10 is in the limitedrecline position G, the seat pan 12 forms a greater angle α with respectto the horizontal reference line 22 as compared with the TTL position F,described in connection with FIG. 6. In addition, the lumbar cushion 14forms a greater angle β with respect to the vertical reference line 24.Similarly, the backrest 16 forms a greater angle δ with respect to thevertical reference line 24.

It should be understood that the limited recline position G presents aconfiguration for the seat 10 where the occupant is maintained in apartially vertical orientation. This configuration is intended toprovide adequate back and head support. It is for this reason, amongothers, that the headrest 18 remains in a substantially verticalposition with respect to the backrest 16.

In connection with the limited recline position G, it is noted that theseat pan pivot point location P2 has remained essentially unchanged fromthe location depicted for the TTL position F. This positioning isintentional. When a person is seated, the rear of the person's kneeswill be against the forward edge of the seat pan 12. Although the seat10 may be adjusted to different positions, the person's lower legposition remains unchanged unless the person stretches out. As such, tomaintain a comfortable position, the seat pan pivot location P2 isunchanged from the TTL position F to the limited recline position G

In the nap position H, which is illustrated in FIG. 8, the angle α isapproximately 20°, the angle β is approximately 63°, and the angle δ isapproximately 40°. As should be appreciated by those skilled in the art,these angles are merely exemplary of one contemplated orientation forthe nap position F. In a broader aspect of the seat 10 of the presentinvention, with respect to the nap position, the angle α is betweenabout 18-22°, the angle β is between about 61-65°, and the angle δ isbetween about 38-42°. In a still broader embodiment, the angle α isbetween about 15-25°, the angle β is between about 58-68°, and the angleδ is between about 35-45°.

In the nap position H, the seat 10 is configured to establish a cradledorientation for the passenger. As a result, the seat pan 12, the lumbarcushion 14, and the backrest 16 are at even greater angular orientationsas compared with the limited recline position G. As should be apparentin this illustration, the seat 10 has a substantially curvedorientation.

In the nap position H, the seat pan pivot point location P2 remains atsubstantially the same position as in the TTL position F and the limitedrecline position G. Again, this is intentional. As discussed above, toproperly support a person in the seat 10 and to maintain the person'slower legs in a suitable orientation, the seat pan pivot point P2 ismaintained in a substantially constant position. This remains true forthe nap position H.

In connection with the TTL position F, the limited recline position G,and the nap position H, the seat pan pivot point location remainsrelatively fixed in its displacement distance from the horizontalreference line 22. In other words, the seat pan pivot location P2remains constant regardless of the particular seat position selected bythe occupant. As discussed, this positioning is intentional. In each ofthe positions F, G, H, the person's legs remain unchanged in thisdisposition from the floor 20 of the cabin. As such, by maintaining theseat pan pivot location P2 in a fixed position, the occupant of the seat10 will enjoy maximum comfort.

In the sleep position I, which is illustrated in FIG. 9, the angle α isapproximately 0°, the angle β is approximately 90°, and the angle δ isapproximately 90°. In other words, the seat pan 12, the lumbar cushion14, the backrest 16, and the headrest 18 are aligned to establish ahorizontal or substantially horizontal surface with respect to thehorizontal line 22.

With respect to the sleep position, the seat pan 12, the lumbar cushion14, the backrest 16, and the headrest 18, together, form a linear sleepsurface 42. The linear sleep surface 42 need not be parallel to thehorizontal reference line 22. To the contrary, the linear sleep surface42 may be angled with respect to the horizontal reference line 22 by anangle α of—0-45°. More specifically, the linear sleep surface 42 may bedisposed with respect to the horizontal reference line 22 by an angle αof—0-6°. Still further, the linear sleep surface 42 may be disposed fromthe horizontal reference line by an angle α of—2-5°, with a preferredangle being—3.5-4°. As should be apparent to those skilled in the art,other angles α may be selected for the linear sleep surface 42 withoutdeparting from the scope of the present invention.

It is noted that, when the angle α is negative, as indicated above, thismeans that the seat pan 12 angles toward the floor at its forward edge26. With this orientation, when the seat 10 is in the sleeping positionI, the occupant's head will be elevated slightly with respect to theoccupant's feet.

As should be apparent from FIG. 9, the seat pan 12, the lumbar cushion14, the backrest 16, and the headrest 18 are oriented to form the linearsleep surface 42 when the seat 10 is in the sleeping position I. In thisorientation, the seat pan pivot location P2 is in the same location aspreviously described with respect to the TTL position F, the limitedrecline position G, and the nap position H. It is noted, however, thatthe seat pan pivot location P2 does not need to be the same bycomparison with the prior-described positions F, G, H, because the seat10 has been oriented to form a bed for the occupant.

In connection with the seat 10, it is contemplated that the seat willinclude a leg rest 44, which is shown in dotted line format in FIG. 9.The leg rest may swing outwardly from a position at the front of theseat 10, along the line 46, as indicated. In addition, the leg rest 44may incorporate a footrest, which is not illustrated.

In further connection with the seat 10, it is contemplated that at leastthe seat pan 12, the lumbar cushion 14, and the backrest 16 will beemployed to accommodate the passenger and provide comfortable support.In other words, it is contemplated that the headrest 18 and the leg rest44 are not needed to practice the present invention.

Additionally, any one of the seat pan 12, the lumbar cushion 14, thebackrest 16, the headrest 18, and the leg rest 44 may include multiplesegments. In the embodiments illustrated, each of the seat pan 12, thelumbar cushion 14, the backrest 16, the head rest 18, and the leg rest44 are shown as unitary elements (or singular segments) of the seat 10.It is contemplated that one or more of these elements may comprisemultiple segments that are articulatable with respect to one another.

With further reference to the seat 10 illustrated in FIG. 5-9, as shouldbe apparent, each of the seat pan 12, the lumbar cushion 14, thebackrest 16, the head rest 18, and the leg rest 44 are articulatablewith respect to one another. While four positions are illustrated, theTTL position F, the limited recline position G, the nap position H, andthe sleep position I, the seat 10 of the present invention may takeanother other intermediate position that may be selected by theoccupant. Accordingly, these four positions F, G, H, I are exemplary ofthe different configurations of the seat 10. These four positions F, G,H, I are not intended to limit the present invention.

In one further additional embodiment of the present invention, it iscontemplated that the lumber cushion 14 will be eliminated altogether.As a result, the backrest 16 is contemplated to extend to a locationadjacent to the rear edge of the seat pan 12, thereby extending into thespace occupied by the lumbar cushion 14 in the illustrated embodiment.In this embodiment, without the lumbar cushion 14, it is contemplatedthat the backrest 16 may be disposed at an angle δ and the seat pan 12may be disposed at an angle α that differ from the angles describedabove.

In particular, in the embodiment excluding the lumbar cushion 14, whenin the seat 10 is in the TTL position F, the angle α is contemplated tobe about 5° and the angle δ is contemplated to be about 20°, morespecifically 19.81°. In a more broad context for the TTL position F, theangle α is contemplated to fall within a range of 4-6° and the angle δis contemplated to fall within a range of about 18-22°. In still anotherembodiment, the angle α is contemplated to fall within a range of 3-7°and the angle δ is contemplated to fall within a range of about 16-24°.In just another contemplated embodiment, the angle α may fall within arange of 2-8° and the angle δ may fall within a range of about 14-26°.

In the embodiment excluding the lumbar cushion 14, when in the seat 10is in the napping position H, the angle α is contemplated to be about15° and the angle δ is contemplated to be about 43°, specifically43.14°. In a more broad context for the napping position H, the angle αis contemplated to fall within a range of 13-17° and the angle δ iscontemplated to fall within a range of about 41-45°. In still anotherembodiment, the angle α is contemplated to fall within a range of 11-19°and the angle δ is contemplated to fall within a range of about 39-47°.In one further contemplated embodiment, the angle α may fall within arange of 9-21° and the angle δ may fall within a range of about 37-49°.

FIG. 10 provides a perspective illustration of one contemplatedembodiment of a seat 48 according to the present invention. The seat 48includes a seat pan 50, a lumbar cushion 52, and a backrest 54. Forsimplicity, the headrest is omitted from the seat 48 illustrated in FIG.10. As should be apparent, a headrest may be included, consistent withthe discussion provided above with respect to FIGS. 5-9. The seat 48includes two armrests 56, 58.

FIG. 10 also illustrates a storage tray 60 that is included in thearmrest 58. The storage tray 60 includes a bin portion 62 and an end 64.The storage tray 60 slides into and out from the arm rest 58 in thedirection of the arrow 66.

In the embodiment shown in FIG. 10, it is contemplated that the storagetray 60 will be provided in only one of the two armrests 56, 58.However, the storage tray 60 may be provided in both armrests 56, 58without departing from the scope of the present invention.

The storage tray 60 is intended to be provided for passengerconvenience. The storage tray may accommodate personal belongings of thepassenger. As such, the passenger may readily access those personalitems during flight.

FIG. 11 is a perspective illustration of a third embodiment of a seat 68according to the present invention. The seat 68 is similar to the seat48 in that the seat 68 includes a seat pan 70, a lumbar cushion 72, abackrest 74, and two armrests 76, 78. In this embodiment, a storage bin80 is provided in the armrest 78. Here, the storage bin 80 includes acover 82 that pivots outwardly from the seat 68 in the direction of thearrow 84. When the cover 82 is opened, the passenger may access anyitems contained therein.

With respect to this embodiment, it is contemplated that the storage bin80 may be provided in either armrest 76, 78. However, as should beimmediately apparent, it is more likely that the storage bin 80 will beprovided only in the armrest 78 that is adjacent to an aisle in theaircraft. If provided in the armrest 76 that is adjacent to another seat69 or next to a bulkhead, it may not be possible to open the cover 82.

In another contemplated embodiment of the present invention, it iscontemplated that the seat 48, 68 may include a storage tray 60 in onearmrest and a storage bin 80 in the other.

FIG. 12 is a side view, graphical representation of a fourth embodimentof a seat 86 according to the present invention. This embodiment isintended to operate in the same manner as the seat 10 discussed inconnection with FIGS. 5-9. As such, the seat 86 is contemplated toprovide a TTL position F, a limited recline position G, a nap positionH, and a sleep position I. FIG. 12 illustrates the seat 86 in a limitedrecline position G.

For reference, the seat 86 includes a seat pan 88, a lumbar cushion 90,a backrest 92, and a headrest 94. In addition, the seat 86 includesarmrests 96. The backrest pivot location P1 and the seat pan pivotlocation P2 are provided in this view.

In this embodiment of the seat 86 the seat and the armrests 96 arecontemplated to move in coordination with one another to provide thepassenger with a high level of comfort. So that the various elements ofthe seat 86 may cooperate with the armrests 96, the armrests 96 areprovided with a slot 98. A sliding pivot S1 is disposed with the slot98. As the seat pan 12 moves between the TTL position F and the sleepposition I, the sliding pivot S1 moves within the slot 98. In addition,this embodiment of a seat 86 includes a third pivot P3. The third pivotP3 is positioned at the top end of the lumbar cushion 90 and fixes thetop end of the lumbar cushion to the armrests 96.

With respect to the seat 86, one aspect of this embodiment lies in thechanging relationship between the seat pan 88 and the top 100 of thearmrests 96. Specifically, as the seat 86 transitions from the TTLposition F to the sleep position I, the depth of the seat pan 88 withrespect to the tops 100 of the armrests (also referred to as the armrestheight, h) decreases. One reason for this is that the passenger'sposition with respect to the tops 100 of the armrests 96 changes as theorientation of the seat 86 changes. To this end, as the passengerreclines from the TTL position F, it becomes increasingly morecomfortable for the seat pan 88 to establish a shallower armrest heighth.

FIG. 13 illustrates the seat 86 according to this fourth embodiment,where the seat 86 is the TTL position F. As indicated the sliding pivotS1 is located at a bottom point of the slot 98.

FIG. 14 is a side view, graphical illustration of the seat 86 when inthe limited recline position G. As is apparent, the sliding pivot S1 isat an elevated position with respect to the position illustrated in FIG.13.

FIG. 15 is a side view, graphical illustration of the seat 86 in thenapping position G. This view is similar to the view provided in FIG.12.

With respect to the sleep position I, it is contemplated that the seatpan 88 will be flush with the tops 100 of the armrests 96 as illustratedin FIG. 16. As such, the passenger occupying the seat 86 in the sleepposition I has no impediment to ingress and egress from the seat 86 inthe sleep position I. Moreover, with the tops 100 of the armrests 96flush with the seat pan 88, the occupant enjoys a wider sleepingsurface, which includes the tops 100 of the armrests 96. In other words,the tops 100 of the armrests 96 increase the width of the sleepingsurface when the tops 100 of the armrests 96 are flush with the seat pan88.

In an alternative embodiment of the seat 86, the seat pan 88 will not beflush with the tops 100 of the armrests 96. Instead, the armrests 96will be slightly higher than the tops 100 of the armrests 96. In thisembodiment, the armrests 96 continue to provide at least a minimalamount of lateral containment for a passenger within the seat 86.

In still a further embodiment, the seat 86 may be positionable between aheight where the seat pan 88 is flush with the tops 100 of the armrests96. The seat pan 88 also may be positionable such that it is slightlylower than the tops 100 of the armrests 96. Still other variations maybe appreciated by those skilled in the art.

With respect to the seat 86, it is noted that the slidable pivot S1 alsomay be slidable within the seat pan 99 so that the seat pan 88 may movein relation to the slot 98 in the armrests 96 in an unimpeded fashion.

As should be apparent from FIGS. 13-16, the armrest height h may bemeasured from any position along the length of the seat pan 88 and thearmrests 96. Since the seat pan 88 forms an angle with respect to thetops of the armrests 96, the distance will vary from one position to thenext. It should be understood that, regardless of the location where thearmrest height h is measured, the armrest height h will decrease fromthe TTL position F to the limited recline position G. Similarly, thearmrest height h will decrease from the limited reline position G to thenapping position H. In addition, the armrest height h will decreasefurther from the napping position H to the sleeping position I. Asshould be apparent from FIG. 16, the armrest height h is 0 inches (0 cm)in the sleeping position I, at least in this illustrated embodiment.

For purposes of the present invention, it is contemplated that thestorage tray 60 and/or the storage bin 80 will be combined with thefeatures illustrated in FIGS. 12-16.

It is noted that FIGS. 12-16 are intended to illustrate the generalconcept of a seat pan 88 that is movable with respect to the tops 100 ofthe armrests 96. These illustrations are not intended to be exact withregard to proportions or dimensions, but are merely graphicalrepresentations of the concept underlying the present invention.

With continued reference to FIGS. 12-16, in this embodiment, the pivotP3 remains in the same position with respect to the armrests 96,regardless of the selected position F, G, H, I of the seat 86. In thisembodiment, the seat pan pivot location P2 remains in a fixed relationto the floor 20. As such, as the seat 96 transitions from one positionF, G, H, I to another, the effect is that the armrests 96 move towardthe floor 20, thereby lowering in overall height with respect to thefloor 20.

FIG. 17 is a side view illustration of a further aspect of the presentinvention, which is described in connection with a fifth embodiment.FIG. 17 is a side view graphical illustration of a seat 102 with a seatpan 104, a lumbar cushion 106, a backrest 108, and a headrest 110. Thebottom end of the lumbar cushion 106 is provided with aweight-responsive mechanism 112 at the pivot location P4.

The weight-responsive mechanism 112 at pivot point P4 may be aspring-biased mechanism. Alternatively, the weight-responsive mechanism112 may incorporate a pneumatic cylinder. There are virtually limitlessdesigns for the weight-responsive mechanism 112 that is provided atpivot position P4. As a result, an exhaustive list of possibleconstructions is not provided herein.

It is contemplated that the weight-responsive mechanism 112 will permitthe lumbar cushion 106, the backrest 108, and the headrest 110 to movein response to the weight of the passenger in the seat 102.Specifically, it is contemplated that the back of the seat (whichencompasses the lumbar cushion 106, the backrest 108, and the headrest110) will be permitted to move within a range of positions designated bythe angle ε.

Since it is difficult to design a seat 102 that accommodates everypassenger weight and type, the weight-responsive mechanism 112 isincluded at least at the pivot point P4. The weight-responsive mechanism112 adjusts the seat, within the limits of the angle ε to accommodatevarious human parameters, specifically the weight of the occupant of theseat 102.

With respect to the seat 102, it is contemplated that a more robustperson (i.e., a heavier or larger person) will exert a greater force onthe weight-responsive mechanism 112 than a person with a slighter build(i.e., a lighter or smaller person). The back of the seat 102 isdesigned to move rearwardly in response to the weight of the individualin the seat 102. As such, the weight-responsive mechanism 112 isdesigned to provide a greater level of comfort to the passenger in theseat 102. As should be apparent, when a heavy person sits on the seat102, the weight-responsive mechanism 112 will exert a greater resistiveforce than when a light person sits on the seat 102. The magnitude ofthe resistive force applied by the weight-responsive mechanism 112 isproportional to the weight of the occupant in the seat 102.

In connection with the weight-responsive mechanism 112, it iscontemplated that the mechanism 112 may be adjustable. As such, it ispossible for the passenger to change the manner in which the seat 102responds to his or her weight.

Because of the various regulations associated with the TTL position F ofthe seat, it is contemplated that the angle ε will be modest. Inaddition, it is contemplated that the weight-responsive mechanism 112may be locked so as not to provide a weight-responsive reaction when theseat 102 is in the TTL position F.

The angle ε is contemplated to fall within a range of 0-15°. In anotherembodiment, the range for the angle ε is between about 5-15°, with apreferred angle of about 10°. In still other embodiments, the preferredangle is about 5°±2°. Still further embodiments are contemplated to fallwithin the scope of the present invention.

It is also contemplated that the weight-responsive mechanism 112 may beelectromechanical in its design. If so, the weight responsive mechanismmay sense the weight of the person and respond accordingly. Details ofthis contemplated embodiment are provided in connection with FIGS.19-20, which are discussed below.

It is noted that there are a large number of possible devices and/orschemes that may be employed for the weight-responsive mechanism 112.The present invention is intended to encompass those variations.

In addition, while the weight-responsive mechanism 112 is contemplatedto be positioned at pivot position P4 in the illustrated embodiment, itis contemplated that the weight-responsive mechanism 112 may have adistributed architecture. In other words, it is contemplated that theweight-responsive mechanism 112 may incorporate devices at each of thearticulation joins between the seat pan 88, the lumbar cushion 90, thebackrest 92, and the headrest 94. Still other configurations arecontemplated to fall within the scope of the present invention.

With continued reference to the weight-responsive mechanism 112, it iscontemplated that the mechanism 112 will be locked or disabled when theseat 102 is in the sleep position I. Specifically, it is contemplatedthat the back of the seat 102 should be fixed (or locked) into ahorizontal condition when the seat is in the sleep position I. If not,there is the potential that the back of the seat 102 would move withrespect to the horizontal reference line 22 when the seat is in thesleep position I. This has the potential for making the seat 102uncomfortable to the passenger.

FIG. 18 illustrates yet another aspect of the present invention, aswivel mechanism 114. FIG. 18 is a graphical, top view of a swivelmechanism 114 according to the present invention.

As may be apparent to those skilled in the art, it is possible for theseat 10 on an aircraft to swivel from a forward-facing position 116 toan inboard-facing position 118. In other words, the seat 10 may berotated through an angle of 90° to go from a position parallel to thelongitudinal axis of the aircraft to a position that is perpendicular tothe longitudinal axis of the aircraft.

It is contemplated that a passenger may desire to rotate the seat 10through a 90° rotation when configuring the seat 10 into the sleepposition I. As should be apparent to those skilled in the art, there maybe insufficient room, in the forward-facing direction 116 to permit thepassenger to transition the seat 10 to the sleep position I. As aresult, it may be necessary for the seat 10 to be rotated, as described,before transitioning to the sleep position I.

In an alternative embodiment, the seat 10 may be rotated through 180° ofrotation so that the seat 10 faces in an opposite direction to theinitial orientation before transitioning to the sleep position I. Infurther alternative embodiments, the seat 10 may rotate through anysuitable angle from 0-180° while remaining within the scope of thepresent invention.

When rotating a seat 10 from the forward-facing direction 116 to theinboard-facing direction 118 (or any other, alternative angularposition), it is necessary to take into account physical obstacles, suchas the fuselage (or sidewall) of the aircraft (and any bulkheads). Sothat no portion of the seat 10 impacts with the fuselage of theaircraft, it may also be necessary (depending on the positioning of theseat 10 on the aircraft) for the seat 10 to move laterally, in theinboard-facing direction 118, by a predetermined distance.

With reference to FIG. 18, the seat 10 is not illustrated. Instead, FIG.18 provides a graphical representation of the support 120 underneath theseat 10. The support 120 includes longitudinal rails 122, 124. Thelongitudinal rails 122, 124 extend along the longitudinal axis of theaircraft. In other words, the longitudinal rails 122, 124 are parallelto the tracks (not shown) disposed in the floor 20 to which the seat 10is attached.

The longitudinal rails 122, 124 permit the seat 10 to be moved forwardlyand rearwardly, with respect to the longitudinal axis of the aircraft.

As should be apparent to those skilled in the art, furniture on anaircraft is secured to tracks that are embedded into the floor 20 of thecabin. Once installed on a track at a particular location, it is notpossible for the furniture to be moved (at least not without propertools). As noted above, reliance on tracks is not intended to belimiting of the present invention.

Despite the secure attachment of a seat 10 to the tracks in the floor 20of an aircraft, it may be desirable for the seat 10 to be affordedlimited movement in both the fore-aft direction and in theport-starboard direction. For example, some aircraft include tablesadjacent to or in front of the seats 10. It may be desirable, therefore,for a passenger to move his or her seat 10 forward or to the side toposition the seat 10 nearer to the table.

To permit movement of the seat 10, the seat 10 is connected to theswivel 114. The swivel 114 is connected, via trucks 126 to longitudinalrails 122, 124. Therefore, while the longitudinal rails 122, 124 arefixed in relation to the floor 20, the seat 10 may move along the rails122, 124 via the trucks 126. Similarly, the swivel 114, which isdisposed on a frame 128, connects to trucks 130 that ride on lateralrails 132, 134. In this manner, the seat 10 is permitted to move in portand starboard directions within the aircraft.

If a passenger wishes to rotate his or her seat 10 to be aligned withthe inboard direction 118, the passenger need only rotate his or herseat by 90°. To avoid impacting with the fuselage, an adjacent bulkhead,or an adjacent seat, the swivel 114 is provided with a cam 136.Similarly, the longitudinal rail 122 is provided with a protrusion 138.When the seat 10 is rotated in the direction of the arrow 140, the cam136 interacts with the protrusion 138 to push the seat 10 in the inboarddirection 118, thereby avoiding the adjacent obstacle.

As should be apparent from FIG. 18, the cam 136 and protrusion 138 (orfollower) are disposed on the side of the seat 10 where an obstructionis present. The cam 136 and follower 138 may be positioned at anylocation beneath the seat, in connection with the swivel 114, asrequired or as desired. Moreover, while a cam 136 and a protrusion 138are illustrated, other configurations may be employed without departingfrom the scope of the present invention.

In an alternative embodiment of the seat 142 of the present invention,it is contemplated that multiple cams 136 and protrusions 138 may beemployed, as required or as desired, without departing from the scope ofthe present invention.

FIG. 19 is a graphical, front view of a seat 142 according to thepresent invention. The seat 142 includes a seat pan 144, a lumbarcushion 146, a backrest 148, a headrest 150, and two armrests 152, 154.

With respect to the headrest 150, one embodiment of the inventioncontemplates that the headrest 150 will be mounted on a support (notshown) such that the headrest 150 pivots at a point near to or at thetop of the headrest 150. In this embodiment, the headrest 150 isunderstood to be mounted on a frame that extends upwardly from thebackrest 148 (or some other structure). The headrest 150 is mounted tothe support at the top of the headrest 150 or a position near to the topof the headrest 150. As such, the headrest 150 pivots outwardly from thesupport rather than pivoting forwardly, as is the case when the headrest150 is mounted at a point on or near the top end of the backrest 148.

In FIG. 19, the locations of various controls are provided.Specifically, on the armrest 154, a control 156 for locking andunlocking the tracking of the base is provided. This control 156 permitsthe user to unlock the seat 142 so that it may be moved in the forwardor rearward direction 116 or the inboard or outboard direction 118. Oncethe passenger has moved the seat 142 to the suitable position, thepassenger may re-engage the control 156 to lock the seat 142 in theselected position.

With respect to the control 156, the switch employed may be mechanical,electrical, electromechanical, pneumatic, or any of a very large numberof different types of switches. The precise construction of the controlis not critical to the present invention. It is contemplated that thecontrol 156 will be actuated to unlock the tracking of the base. Inaddition, it is contemplated that actuation of the control 156 also willlock the tracking of the base.

In the case of an electrical switch, for example, if the occupant of theseat 142 depresses the control 156 in a first instance, the tracking ofthe seat 142 will be released or unlocked to permit the seat 142 to movefreely in the directions 116, 118. When the occupant of the seat 142depresses the switch 156 in a subsequent instance, the tracking of theseat 142 is locked so that the seat 142 is maintained in the selectedposition.

The armrest 152 includes a control 158 that permits the passenger tolock or unlock the swivel and recline features of the seat 142.Specifically, upon unlocking the control 158, the passenger maymanipulate the seat 142 to an appropriate swiveled and/or reclinedorientation. Once placed into the desired configuration, the passengermay engage the lock, via the control 158, to fix the seat 142 in theselected position.

The control 158 is contemplated to function in the same manner as thecontrol 156. As should be immediately apparent, this is not required topractice the present invention. The controls 156, 158 may operate indifferent manners without departing from the scope of the presentinvention.

With respect to the control 158, the switch employed may be mechanical,electrical, electromechanical, pneumatic, or any of a very large numberof different types of switches. The precise construction of the controlis not critical to the present invention. It is contemplated that thecontrol 158 will be actuated to unlock the swivel and recline positionsof the seat 142. In addition, it is contemplated that actuation of thecontrol 158 also will lock the swivel and recline positions of the seat142.

In the case of an electrical switch, for example, if the occupant of theseat 142 depresses the control 158 in a first instance, theswivellability/reclinability of the seat 142 will be released orunlocked to permit the seat 142 to move freely in from the TTL positionF to any other selected swiveled/reclined position. When the occupant ofthe seat 142 depresses the switch 158 in a subsequent instance, theswiveled/reclined position of the seat 142 is locked so that the seat142 is maintained in the selected position. As should be apparent, thesame operation controls the swivel position of the seat 142, at least inone contemplated embodiment of the invention.

Underneath the seat 142 is a manual override pedal 160. The manualoverride pedal 160 is provided so that a steward or stewardess mayoverride the locks on the seat 142 so that the seat 142 may be returnedto its initial position (for taxi, take-off, and landing, for example).

As should be apparent to those skilled in the art, the locations of thecontrols 156, 158 on the armrests 152, 154 are merely exemplary of thisone embodiment of the seat 142 of the present invention. Both controls156, 158 may be located on the same armrest 152, 154. Similarly, thecontrols 156, 158 may be placed at any other location on the seat 142without departing from the scope of the present invention.

It is noted that the seat 142 of the present invention is contemplatedto be entirely mechanical in its operation. As such, the seat 142 iscontemplated to be devoid of electrical or pneumatic controls of anykind. So constructed, it is contemplated that the seat 142 of thepresent invention will be light in weight and, therefore, not reduce therange of the aircraft. As should be apparent to those skilled in theart, the greater the weight of an aircraft, the more fuel that isrequired for the aircraft to reach its destination. As a result, thegreater the weight of the seat 142, the smaller the range (or distancetravelable) by the aircraft when the fuel tanks are filled to capacity.As should be apparent to those skilled in the art, the “range” of anaircraft is a measure of the distance that an aircraft is capable offlying on a full “tank of gas,” taking into account factors such as themaximum takeoff weight limit for the aircraft. This is not to say thatthe aircraft fuel tanks are filled to 100% capacity. This definitiontakes into account the permissible takeoff weight of the aircraft, whichmay necessitate a fuel burden of less than 100% of the fuel tankcapacity.

The present invention is not intended to be limited to a solelymechanical operation. To the contrary, seats 142 that incorporateelectromechanical and/or pneumatic operations, among others, also areintended to fall within the scope of the present invention.

With respect to the various components of the seat 142 (which isinclusive of the various embodiments described herein), it iscontemplated that the frame elements of the seat 142 will be made fromaluminum or an aluminum alloy. Aluminum is very strong and lightweight.Alternative materials include, but are not limited to iron and itsalloys, including steels, titanium and its alloys, magnesium and itsalloys, beryllium and its alloys, carbon fiber composites, aramid fibercomposites, nylon, plastics, polymers, and the like. The seat pan 144,the lumbar cushion 146, the backrest 148, and the headrest 150 arecontemplated to be a combination of a foam core covered in a suitablematerial such as leather, cloth, vinyl, or the like.

FIG. 20 is a schematic illustration of one contemplated method for theoperation of the seat 142 that is illustrated in FIG. 19. For ease ofdiscussion, the definitions of the TTL position F, the limited reclineposition G, the napping position H, and the sleep position I areapplicable to this schematic illustration.

Before discussing the various steps that are illustrated in FIG. 20, theseat 142 is intended to include a device that can sense the presence ofa person sitting therein. Any suitable weight sensor 162 may beincorporated into the seat pan 144, as should be apparent to thoseskilled in the art.

The operation of the seat 142 is summarized by the flow chart of FIG.20. The method 164 begins at step 166, which is where the user sits inthe seat 142. The method then proceeds to the step of sensing the weightof the passenger at step 168. Here, the pressure sensor (or weightsensor) detects the presence of an occupant in the seat 142.

At the pressure sensing step 168, a determination is made based on theweight detected in the seat. The predetermined weight threshold may beany suitable amount. In the illustrated example, the predeterminedthreshold weight (or mass) is 50 pounds (22.68 kg). In the pressuresensor detects a weight of less than 50 pounds (22.68 kg), the methodproceeds to a deactivation step 170. At the deactivation step 170, theseat 142 is locked so that it cannot be moved from its initial position,regardless of what controls are manipulated. The deactivation of theseat 142 is not released until the person leaves the seat 142.

If the pressure sensing step 168 determines that the weight of theoccupant exceeds 50 pounds (22.68 kg), the method proceeds to anactivation step 172, where all of the controls for the seat 142 are madeavailable to the occupant.

After the activation step 172, the method proceeds to a weight feedbackadjustment step 174. The weight feedback adjustment step 174 provides aforce feedback that is applied to the seat 142 depending upon the weightof the occupant. This may include, but is not limited to, adjustment ofthe weight-responsive mechanism 112.

It is contemplated that the seat 142 will incorporate one or moreweight-responsive elements that may be control mechanically,electrically, or otherwise to adjust the responsive characteristics ofthe seat 142 when occupied. At the weight feedback adjustment step 174,a central processor unit (“CPU”) or similar device (i.e., a mechanicalcompensator) provides a weight feedback so that the occupant is made ascomfortable as possible while seated in the seat 142.

It is noted that, if the seat 142 is provided with an automaticweight-responsive mechanism 112 (or similar compensator), the step 174may be omitted from the operational scheme 164 of the present invention.

After the weight feedback adjustment step 174, the method 164 proceedsto the TTL determination step 176. At this step, the method determinesif the aircraft is in a TTL mode of operation. This may be indicated byan electrical signal that is inputted into the CPU by a pilot, co-pilot,or flight crew member, for example. Alternatively, the TTL flightcondition may be manually inputted into the seat 142 via a masteractivation switch that is activated by a crew member, for example. Thisincludes, for example, release of a manual lock.

Regardless of the manner in which the TTL condition is inputted in tothe seat 142, if it is determined that the aircraft is in a TTL mode ofoperation, the method proceeds to a second deactivation step 178. At thedeactivation step 178, the controls 156, 158 on the seat 142 aredeactivated so that the occupant cannot reconfigure the seat 142 fromthe TTL position F.

If the aircraft is not in a TTL mode of operation, the method proceedsto an activation step 180. The activation step 180 may be initiated bycomputer control, an unlock command issued by the pilot or crew, or acommand issued by the passenger by activation of one of the controls156, 158. Still other signals may be employed to activate the seat 142without departing from the scope of the present invention.

If the aircraft is not in a TTL mode of operation, the method 164proceeds to accept commands at a TTL command input step 182. The TTLcommand input step 182 may receive commands from either one or both ofcontrols 156, 158. At this step, the seat is in the TTL position F. Ifthe occupant of the chair actuates the control 156, the base tracking isunlocked and the seat 142 is permitted to travel on the longitudinalrails 122, 124 and/or the lateral rails 132, 134. If the control 156 isreleased at the base tracking lock step 186, the locks for the basetracking engage and the seat 142 becomes fixed in the position selected.Similarly, if the control 158 is depressed, the swivel and reclinefeatures are unlocked. When the control 158 is released at the swiveland release lock step 184, the swivel and recline features become lockedin their current condition. As may be appreciated, the controls 156, 158may be actuated repeatedly. As should be apparent, the control 156provides a locking and unlocking function with respect to the rails 122,124, 132, 134. The control 158 provides a locking and unlocking functionwith respect to the swivel 114 and a recline mechanism that supports thevarious elements of the seat 142.

When the seat 142 reaches the limited recline position G, the methodproceed to the limited recline command receive step 188. At the limitedrecline position G, a position sensor in the seat 142 and a stopperpause the seat 142 in the limited recline position G. If the occupantactuates the control 158, the seat 142 proceeds from the limited reclineposition G to the napping position H.

When the seat 142 reaches the napping position H, the seat 142 againstops at this preset position. This position is indicated by the nappingposition command receive step 190. At this point, the track and swivelcontrol reaches a limit condition and becomes locked so that theoccupant cannot proceed to the sleeping position I without additionalinteraction. This additional interaction is contemplated to involveassistance from a crew member.

After reaching the limit at the napping position I, control of the seat142 may be reversed to the TTL position F, whereupon the above describedmethod may be repeated. When in the napping mode H, if the control 158is actuated, the seat 142 is unlocked at the release step 192 so thatthe seat 142 may return to the TTL position F.

If the occupant wishes the seat 142 to be configured for the sleepposition I, the general manual override switch 160 is depressed at themanual override step 194. The seat 142 may then be manipulated into thehorizontal or sleep position I, at which time the sensors measure thatthe seat 142 is in the sleep position I and lock the seat 142 in thesleep position I. This occurs at the sleep position locking step 196.The seat 142 may be released from the sleep position I by actuating themanual override switch 160 at the manual override step 198. Oncereleased from a locked condition, the seat 142 may return to the TTLposition F or any other intermediate position selected by the occupant.

As may be apparent from the discussion of the method illustrated in FIG.20, the seat 142 is contemplated to move from one preset position F, G,H, I by actuating one or more of the control switches 156, 158, 160.With only three control switches at the occupant's command, theoperation of the seat 142 is considerably simpler than prior artaircraft seats. In addition, the four preset positions F, G, H, I havebeen selected as the positions most likely to be selected by anoccupant.

As discussed, the operation of the seat 142 may be mechanical,electrical, pneumatic, or any combination of these methodologies, amongothers. While the seat 142 is contemplated to be operated primarilymechanically, an electromechanical operation is well within the scope ofthe present invention.

Reference is now made to FIG. 24, which is a graphical illustration of afurther embodiment of a seat 200 according to the present invention. Theseat 200 is illustrated in a simple, graphical manner to show that theseat portion 202, which accommodates a person, is disposed atop a swivel204, which is disposed atop a tracking device 206. The tracking device206 includes a lateral tracking segment 208 and a longitudinal trackingsegment 210. The tracking device 206 is secured to the floor 212 of theaircraft in the manner discussed above.

The seat portion 202 is delineated by the trapezoidal region depicted inFIG. 24. The seat portion 202 is intended to encompass a seat pan, seatcushion, seat back, arm rests, and other portions of the seat 200 thatsupport a person in a seated position.

The tracking device includes the lateral tracking segment 208 and thelongitudinal tracking segment 210. The lateral tracking segment 208permits the seat portion 202 to move in a direction that is parallel toa line traversing the aircraft in the lateral direction. In other words,the lateral tracking segment 208 permits an occupant of the seat 200 tomove the seating portion 202 side to side. The longitudinal trackingsegment 210 permits the seat portion 202 to be moved along a lineparallel to the longitudinal axis of the aircraft. As should beapparent, the directions described above are in relation to the seat 200when oriented in a forward-facing direction in the aircraft.

In the illustrated embodiment, the longitudinal tracking segment 210 isattached to the floor 212 of the aircraft, beneath the lateral trackingsegment 208. As should be apparent to those skilled in the art, in analternative embodiment, the lateral tracking segment 208 may be attachedto the floor 212 and support the longitudinal tracking segment 210.Either construction is contemplated to fall within the scope of thepresent invention.

In a further construction contemplated by the present invention, thelateral tracking segment 208 and the longitudinal tracking segment 210may be combined together on the same plane to form the tracking device206. In this embodiment, the tracking segments 208, 210 are not stackedatop one another.

In this embodiment of the seat 200, the swivel 204 is positioned atopthe tracking device 206, between the seat portion 202 and the trackingdevice 206. This orientation departs from seats where the swivel 204 isconnected to the floor 212 and the tracking device 206 is mounted abovethe swivel 204. When the tracking device 206 is attached atop the swivel204, the positioning of the seat portion 202 moves according to a lessthan intuitive motion, as should be apparent to those skilled in theart. The less than intuitive motion is especially pronounced when theseat portion 202 is tracked laterally or longitudinally beforeswiveling. Therefore, positioning the swivel 204 atop the trackingdevice 206 is considered to be a more attractive construction for theseat 200.

As should be apparent from the foregoing, the construction of the seat200 provides a more natural and expected motion of the seating portion202 because the swivel 204 is supported by the tracking device 206.Here, the swivel 204 is understood to define a swivel axis beneath theseat portion 202, extending vertically through the seat portion 202. Inother words, the seat portion 202 lies on the swivel axis. No matter thelocation of the seat portion 202 with respect to the tracking device206, the positioning of the swivel 204 permits the seat portion 202 torotate about the seat axis. As such, regardless of the position of theseat portion 202 with respect to the tracking device 206, the seatportion 202 always spins on its axis, which is the same as the swivelaxis.

As should be apparent, in the alternative embodiment where the swivel204 is connected to the floor 212 of the aircraft and the trackingdevice 206 is mounted above the swivel 204, the rotational axis of theswivel 204 remains stationary. With this construction, the swivel axisdoes not move together with the seat portion 202. As a result, when theseat portion 202 is moved laterally or longitudinally, as permitted bythe tracking device 206, the seat portion 202 no longer lies on theswivel axis. When the seat portion 202 is moved away from the swivelaxis, the seat portion 202 is at a dislocated position with respect tothe swivel axis. In this dislocated position, is the seat portion 202 isrotated about the swivel axis, the seat portion 202 travels in an arcwith respect to the swivel axis. This type of motion is less intuitiveand natural for an occupant of the seat 200.

FIG. 25 is an exploded view of a seat 214 consistent with the embodimentillustrated in FIG. 24. The seat 214 includes a headrest 216, a backrest218, a lumbar cushion 220, and a seat cushion 222. The seat 214 alsoincludes two armrests 224, 226. The seat cushion 222 is mounted atop aseat pan 228 that is connected to a reclining mechanism box 230. Thereclining mechanism box 230 is mounted atop a swivel 232. The swivel 232is connected to a tracking device 234, which is connected to the floorof the aircraft.

As should be apparent from FIG. 25, the tracking device 234 includes alongitudinal tracking segment 236 and a lateral tracking segment 238.The longitudinal tracking segment 236 includes two longitudinal tracks240, 242. Similarly, the lateral tracking segment 238 includes twolateral tracks 244, 246.

Unlike the embodiment illustrated in FIG. 24, in the embodimentillustrated in FIG. 25, the longitudinal tracking segment 236 is mountedatop the lateral tracking segment 238. As described above, thelongitudinal tracking segment 236 allows the seat 214 to translate inthe longitudinal direction of the aircraft. Similarly, the lateraltracking segment 238 allows the seat 214 to translate in the lateraldirection of the aircraft.

As also shown in FIG. 25, the seat 214 includes two reclining arms 248,250. The front ends of the reclining arms 248, 250 pivotally connect tothe reclining mechanism box 230 at a bore 252 in the reclining mechanismbox 230. The reclining arms 248, 250 are connected to the recliningmechanism box 230 in a manner permitting the reclining arms 248, 250 topivot around an axis defined by the bore 252. In this manner, the seat214 may recline to a plurality of positions.

Each of the reclining arms 248, 250 include upper segments 254, 256,which are pivotally connected via respective pivots 258, 260. The pivots258, 260 permit the upper segments 254, 256 to change their angularpositions with respect to the reclining arms 248, 250, thereby enhancingthe comfort of the seat 214.

With continued reference to FIG. 25, the seat pan 228 includes twoprotrusions 262, 264 that engage slots 266, 268 in the armrest 224. Theother side of the seat pan 228 also includes two protrusions that engageslots in the armrest 226. The protrusions 262, 264 and slots 266, 268cooperate to adjust the height of the armrest 224 with respect to theseat cushion 222. This operation is discussed above in connection withother embodiments of the seat of the present invention and, therefore,further discussion is not repeated here.

Concerning the swivel 232 and the tracking device 234, both arecontemplated to be lockable in any of a variety of different positions.Accordingly, the occupant of the seat 214 may adjust the seat 214 into acomfortable position and lock the seat 214 into the selected position.

With respect to the various embodiments described for the presentinvention, features described for one embodiment may be applied to otherembodiments without departing from the scope of the present invention.Accordingly, the discussion of specific features with respect to oneembodiment should not be understood to be limited solely to thatembodiment.

As noted above, the present invention encompasses a broad scope. Anydiscussion of specific details in connection with embodiments is notintended to be limiting of the invention. To the contrary, the specificembodiments described above are intended to illustrate the breadth ofthe present invention.

What is claimed is:
 1. A vehicle seat, comprising: a seat comprising aseat pan, having a seat pan front edge and a seat pan rear edge; abackrest, having a backrest top edge and a backrest bottom edge, whereinthe backrest bottom edge is articulately disposed adjacent to the seatpan rear edge and wherein the seat pan and the backrest are positionablewith respect to one another such that the seat is configurable into atleast one of a taxi, takeoff and landing position, a napping position,and a sleeping position; base tracking disposed beneath and supportingthe seat, permitting the seat to move in a lateral and a longitudinaldirection; and a swivel supporting the seat pan and disposed between thebase tracking and the seat pan, permitting the seat to rotate about apivotal axis; a first control being provided to lock and unlock movementof the seat in at least one of the lateral and the longitudinaldirections; and a second control being provided to lock and unlock theswivel, wherein the swivel is permitted to be unlocked while movement ofthe seat in the lateral and the longitudinal direction is locked.
 2. Theseat of claim 1, further comprising: a third control positioned beneaththe seat pan, the third control being a manual override.
 3. The vehicleseat of claim 2, wherein the third control is a foot-actuated lever. 4.The seat of claim 1, further comprising: a lumbar cushion, with a lumbarcushion top edge and a lumbar cushion bottom edge, wherein the lumbarcushion bottom edge is articulately disposed adjacent to the seat panrear edge and the lumbar cushion top edge is articulately disposedadjacent to the backrest bottom edge.
 5. The vehicle seat of claim 1,wherein at least one of the first and second controls locks and unlocksa recline mechanism that permits adjustment of a recline position. 6.The vehicle seat of claim 5, wherein both the first and second controlslock and unlock the recline mechanism.
 7. The vehicle seat of claim 1,wherein the first and second controls are finger-actuated levers.
 8. Thevehicle seat of claim 1, wherein the first and second controls areelectrical switches.
 9. The vehicle seat of claim 1, further comprising:a pressure sensor disposed at least within the seat pan, the pressuresensor being configured to detect a weight of an occupant of the seat.10. A method of operating the seat according to claim 9, in an aircraft,comprising: detecting the weight of the occupant; detecting if theaircraft is in a taxi, takeoff, and landing mode of operation; and ifthe aircraft is not in the taxi, takeoff, and landing mode of operation,receiving input from the second control, thereby permitting the seat totransition from the taxi, takeoff and landing position to the nappingposition or any position intermediate thereto.
 11. The method of claim10, further comprising: locking the seat when the weight of the occupantfails to exceed a minimum threshold weight.
 12. The method of claim 10,further comprising: if the aircraft is not in the taxi, takeoff, andlanding mode of operation, also receiving input from the second control,thereby permitting the seat to swivel.
 13. The method of claim 10,further comprising: if the aircraft is not in the taxi, takeoff, andlanding mode of operation, receiving input from the first control,thereby permitting the seat to move at least one of laterally orlongitudinally with respect to a centerline of the aircraft.
 14. Themethod of claim 10, wherein the seat further comprises a third controlpositioned beneath the seat pan, the third control being a manualoverride, the method further comprising: if the aircraft is not in thetaxi, takeoff, and landing mode of operation, receiving input from thethird control, thereby permitting the seat to transition to the sleepingposition.
 15. The vehicle seat of claim 1, wherein the seat pan frontedge defines a first pivot point and the seat pan rear edge defines asecond pivot point.
 16. The seat of claim 15, wherein the first pivotpoint remains in a substantially fixed position for the taxi, takeoffand landing position, the napping position, and the sleeping position.17. The vehicle seat of claim 1, wherein the seat further comprises aheadrest, having a headrest top edge and a headrest bottom edge, whereinthe headrest bottom edge is articulately disposed adjacent to thebackrest top edge and wherein the seat pan, the backrest, and theheadrest are positionable with respect to one another such that the seatis configurable into at least one of a taxi, takeoff and landingposition, a napping position, and a sleeping position.
 18. The vehicleseat of claim 1, wherein the seat further comprises first and secondarmrests disposed on either side of the seat pan.
 19. The vehicle seatof claim 18, wherein the first control is positioned in the firstarmrest.
 20. The vehicle seat of claim 18, wherein the second control ispositioned in the second armrest.